14th October 2019

Sunday at Bodmin Parkway
Roger Salter

191013a Built Swindon in 1942 4612 Arrives at Bodmin Parkway with the first train of the day from Bodmin General. Copyright Roger Salter

191013b 4612 Runs around at Bodmin Parkway. Copyright Roger Salter

191013c RHTT 364D 10.04 Par to St Blazey via Newton Abbot passes Bodmin Parkway. 66160 &66168 Copyright Roger Salter

191013d A going away photograph as the train heads for Lostwithiel. Copyright Roger Salter

4612 BR and B&W
Mike Roach

4612 returns to the Bodmin and Wenford after a stay on the WSR. Seen here on the A30 on the 8th October 2019. Copyright Louise Roach.

The photograph above taken by daughter in law, Louise Roach, prompted Mike Roach to delve in his 'Treasure Trove' for pictures of 4612 in its last days on B.R. Many thanks to Louise.

Further to today's picture of 4612 (8th October 2019) on a low loader I have looked out my pictures of the only time I saw the loco in BR days. on 24 April 1965 the loco worked part of the route of a Railtour double heading with sister loco 9675 with 5 coaches. The railtour started and finished at Cardiff General. 4612 and 9675 worked from Neath Riverside to Colbren Junction on the line to Brecon. At Colbren they ran round and worked back to Swansea High Street via Pontardawe ans Swansea St Thomas. 6116 worked the first and last sections.

As an aside I left Plymouth at 6.35am and got back at 1.38am the next morning.
    Regards, Mike.   Many thanks for the article and historic pictures.

For a very detailed history of 4612 please click here.

9675 and 4612 are seen at Neath Riverside where they had come on the back of the train; 6116 is at the other end of the train and got left behind. 24th April 1965 Copyright Mike Roach

4612 and 9675 are seen during running around at Colbren Junction. 24th April 1965. Copyright Mike Roach.

4612 takes water at Colbren Junction. 24th April 1965. Copyright Mike Roach.

4612 and 9675 ready to depart Colbren Junction for Swansea - 24th April 1965 Mike Roach

Yesterdays picture:- 4612 Runs around at Bodmin Parkway to form the 11.25 to Bodmin General. 13th October 2019 Copyright Roger Winnen

4612 attached to its train awaits its departure. 13th October 2019. Copyright Roger Winnen

Many thanks to Roger Winnen for the last two pictures - taken yesterday.

13th October 2019
China Clay Weekend
 Roger Winnen

The Bodmin & Wenford Railway celebrated a China Clay Weekend on the 12th & 13th October 2019 with locomotives on display connected with the clay industry, photographic exhibitions of times gone by and a look at the work now being undertaken by Imery's formally English China Clays Lovering & Pochin.

191013e Bagnall 0-4-0 Alfred and Sentinal Denise at Bodmin General, both engines were involved in the clay traffic. Copyright Roger Winnen

191013ee Denise in glorious sunlight at Bodmin General. Copyright Roger Winnen

191013f 37142 Working the 12.10 to Boscarne Junction awaits departure from Bodmin General. Copyright Roger Winnen

191013g 37142 Runs around at Boscarne Junction. Copyright Roger Winnen

191013h 37142 Awaits departure from Boscarne Junction with the 12.38 to Bodmin Parkway. Copyright Roger Winnen

191013i The 1934 ERF Lorry owned by Heavy Transport is now preserved a Wheal Martyn Museum. Copyright Roger Winnen

191013k Little and Large at Bodmin. Copyright Roger Winnen

191013j The new canopy is in position at Bodmin General. Copyright Roger Winnen

Sun 2 + 4 HSTs at Penzance
Andrew Triggs

1. 43155 at platform 2 having arrived working 1Z04 with 43094 Copyright Andrew Triggs

2. FGW liveried set at platform with 43171 (with 43086) later to work 2C56 Copyright Andrew Triggs

3. Celebrity 43093 'Old Oak Common HST Depot 1976-2018' (with 43122) at platform 3 awaiting departure with 2E66 Copyright Andrew Triggs

4. 43122 tailing 2E66 at platform 3 Copyright Andrew Triggs

5. The classic end of the Network shot with 43155 (1Z04) with 43122 (2E66) Copyright Andrew Triggs

Thanks Andrew

Wagon Loads
Colin Burges

From the Mike Roach Collection

The large "1" in red superimposed on Mike Roach's wagon label was part of the Great Western's simplified method of reckoning up train loads based on equivalence, not tonnage.

Class 1 traffic weighed 16 tons; class 2, 13 tons, class 3, 10 tons and empties, 6 tons. Never having used the system, and never having found much written about it, I am not sure how it worked. If the load for a particular class of engine over a route were say 15 of mineral (class 1), then it would be capable of taking a correspondingly greater number of the lighter traffics. Quite how this was done with a mix of classes and non-standard wagons, I do not know. I must search out the answer. Or perhaps a member can inform us.

This rough and ready system contrasted with that adopted in the 1970s based on the principle that still for some reason is stuck in my mind, although I confess I am here quoting it from the "Working Manual for Rail Staff," the contents of which governed the operation of a general purpose railway that has now ceased to exist, and instructed for example how to fold a sheet, tie a clove hitch and use chain shackles.

"Large heavily-loaded wagons when in motion generate little more wind-resistance and friction than small lightly-loaded ones. A locomotive is therefore capable of hauling a heavier train than the basic if its load is concentrated."

Basic and maximum loads were issued for every loco and route. Between the two, a diminishing number of wagons could be taken, concentrating the load. The simplest example is a load of 250/280 tonnes. The lower could be taken in 15 wagons or more; the higher in 10 wagons or fewer. The return clay empties with 50 or so on would be limited by length, not weight, even if the loops had greater capacity. It was all highly theoretical and was long ago dropped in favour of plain tonnage, suited to the high capacity vehicles with roller bearings of today.

It all went out of the window, anyway, when the driver booked to work the last two trains of the day from Meldon with a thousand, would ask if he could bring them both at once so he could knock off early. The only rise, at North Tawton, could be easily topped, and the only other limitation was the length of Cowley Loop. Or was it Crediton?

A driver once insisted that he could ask for a heavier train than permitted. Actually, the rule is that a driver can insist upon taking less if he feels that his engine is not capable for some reason of hauling a full load, but never more.

         Cheers,  Colin.                     Many thanks Colin